Michael SatterfieldPulling the 2025 Acura ZDX Type S into the morning light, I’m struck first by its handsome, upscale presence. The athletic stance, creased hood, and Acura’s signature Diamond Pentagon grille give it a stately air, especially in A-Spec Double Apex Blue Pearl with the optional Type S aero kit. The Type S flaunts 22‑inch wheels and massive yellow Brembo calipers, a clear signal that this luxury SUV means business. In profile, the roofline slopes elegantly into the hatch, and the Jewel Eye LEDs cast a confident glow at night. It looks every bit the premium grand tourer Acura intends.
Inside The Acura ZDX Type S
Slide inside the Acura ZDX and the cabin continues the theme of quiet refinement. Rich leather, contrast stitching, and genuine aluminum trim abound. The layout feels clean and intuitive, everything is familiar, not fancy spinning shift globes, or multiple screens to toggle through just to find the seat heater. Two high‑resolution 11.3‑inch HD screens (instrument panel and infotainment) light up the dash, while a big head‑up display (HUD) reflects nav directions in my line of sight. My iPhone finds its wireless charging cradle easily, and a digital rearview mirror for extra visibility, a first for Acura.
The luxury tech is top-notch. Acura’s first Google‑built‑in infotainment system integrates seamlessly – I can ask Google Maps for directions or stream music by voice. An 18‑speaker Bang & Olufsen sound system immerses the cabin in rich audio. I especially appreciate that Acura didn’t skimp on features: this Type S has tri-zone climate control (rear passengers even get their control panel) and heated outboard rear seats, which feels very proper for a $75‑plus‑thousand SUV. Unlike its GM platform siblings, the Acura also includes wireless Apple CarPlay and Android Auto, a nod to premium buyers. The overall effect inside is unmistakably upscale, very much befitting an Acura, even if some of the switchgear is borrowed from GM.
Acura ZDX: Power and Performance
Underway, the Acura ZDX Type S delivers exactly what its spec sheet promises: smooth, effortless performance. Plant my foot on the accelerator, and the EV’s dual motors respond instantly. There’s a pronounced jolt of acceleration as 499 horsepower and 544 lb-ft of torque ferry me back into the seat. In practice, it rockets to 60 mph in the mid‑4‑second range, roughly 4.6 seconds according to testing, which is only a hair slower than the even more powerful BMW iX (516 hp, about 4.4s to 60. But despite the big numbers on paper, the feeling is very refined. There’s no loud whine or hard kick; just a seamless surge of speed. The ZDX acts like a truly smooth grand tourer, get in, point it forward, and away we go.
Acura ZDX Type S buyers also get an adaptive air suspension (the base A‑Spec uses coil springs). In everyday driving, this feels Range Rover-like, soaking up imperfections quietly. Cornering remains controlled and flat thanks to firm dampers, though you can still sense the SUV’s nearly 6,100‑lb curb weight. As an Acura fan, I noticed something else: the steering is heavier than I expected. In Sport mode, it takes a solid grip to hustle the ZDX through bends. It never handles like a sports sedan, more like a big luxury cruiser: planted, stable, and comfortable. It‘s an impressive feat; the Acura ZDX really doesn’t wallow the way a truck-based SUV would, but it doesn’t deliver the quick, tactile feedback of something like the Acura TLX I recently drove. Instead, it feels like Acura’s new flagship is quietly doing its business on the open road. In practice, that means confidence-inspiring straight-line power and high-speed poise, rather than knee-buckle agility.
Acura ZDX Electrified Elegance: Refined but Familiar
The technology offering is similarly high-end, and telling of the car’s GM roots. Acura calls its driver assist suite AcuraWatch 360 Plus (Hands Free), but make no mistake: this is GM’s Super Cruise system in Acura clothing. It works very well on compatible highways, steering and braking hands-free. Google integration means I can talk to my Acura like a Google speaker (setting destinations, playing podcasts, etc.). All the standard connectivity is here – satellite radio, Wi-Fi hotspot, the works. Even so, I found myself grimacing at the subscription kicker: Acura includes the SuperCruise and OnStar services free for three years, but after that, you pay around $25 per month to keep them active. On a near-$80 K luxury EV, having to budget for navigation and emergency service after the honeymoon feels a bit jarring. It’s a shame because otherwise, the feature set would be plentiful. At least Acura tosses in extra charging credits and a home charger to sweeten the deal.
It can’t be ignored that the Acura ZDX is riding on GM’s Ultium EV architecture. In fact, it shares its chassis with the Cadillac Lyriq and Chevrolet Blazer EV. All three are built side by side at GM’s Spring Hill plant. The ZDX uses the same 102.0 kWh battery pack that’s optional on the Blazer, so its EPA range is similar: about 278 miles on a full charge. In practice, I saw roughly 270–290 miles of range on long drives, when we took up to my parents in the countryside, so depending on terrain and speed, you can get nearly 300 miles on a full charge.
Acura ZDX Type S: How it Stacks Up
The Chevrolet Blazer EV SS is faster, thanks to its 557 hp, which lets it sprint to 0–60 in the low-4s, but it costs significantly less and feels rawer inside than the Acura ZDX. The Cadillac OPTIQ, meanwhile, is a bit more “Cadillac‑smooth” in its ride and styling, though it has its own quirks. The interior is much nicer, which puts the ZDX right in the middle: more driver‑focused than the Cadillac, more cushioned than the Chevy.
In the luxury EV arena, it also tangles with standalone premium models like the BMW iX. The ZDX’s Type S outputs roughly as much power as the iX xDrive50 (499 vs 516 hp) and hits 60 nearly as quickly, but it carries a $75k base price (before options) versus $87k for a comparable iX. The BMW’s interior is a spectacle of avant-garde design and materials, whereas the Acura’s cabin, though luxurious, feels more restrained and conventional. On the road, the BMW rewards with tauter steering and a more engaging personality, while the Acura rewards with whisper-quiet cruising and straight-line thrust. Range is another comparison point: the iX claims over 300 miles, whereas the Type S is rated at 278. In short, BMW buyers pay extra for outright performance and cachet; Acura buyers get a quietly competent premium cruiser with a little less character.
After a week with the Acura ZDX Type S, I’m a bit torn. The positives are many: it’s beautifully finished, exceptionally quiet, and has real muscle under its skin. The cabin is plush and loaded with goodies; this really feels like a luxury car in all the ways that matter (except maybe for that pesky subscription issue). The Type S models cruise with the refinement one expects from a European flagship, and the sporty bits (big wheels, air suspension, Brembos) are more than just for show: they make the big Acura feel planted and agile for its size. In terms of pure capability and comfort, the Acura ZDX hits all the right notes.
Yet I can’t shake a slight sense of disappointment. At this price point, I expected an Acura with a distinct personality. Instead, I found it too obviously a GM-derived package. As one reviewer put it, it “looks like an Acura, but it doesn’t really feel like an Acura”. The facts are there: under that graceful Acura sheetmetal, there’s a lack of homegrown Acura engineering. There’s nothing wrong with this Ultium platform; it’s refined and proven, but it means the Acura ZDX misses a chance to define its own identity. I kept asking myself: where’s the Acura magic that should make this more than just a Chevy with better upholstery?
So, here’s the bottom line: the 2025 Acura ZDX Type S is a fine luxury EV in isolation. I’d gladly enjoy long drives in it; its power delivery is sublime, the ride is composed, and the cabin is top-tier. But as an Acura? It feels a little like a borrowed uniform. At $75–80K, I wanted something that truly felt Acura, something as unique as the badge on the hood. Instead, I see it as a well‑dressed GM cousin. For buyers who prioritize comfort, tech, and quiet performance, the ZDX will deliver. But if you’re after that last bit of “why Acura?” exclusivity, you may come away wanting a bit more.
Photos Courtesy of Acura
